Adjustment mechanism for kicker-type ballast remover



May 1, 1956 s. R. HURSH ETAL. 2,743,539

ADJUSTMENT MECHANISM FOR KICKER-TYPE BALLAST REMOVER Filed Feb. 19, 195310 Sheets-Sheet 1 INVENTORS. Samuel EJ111119]? (Q.

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May 1, 1956 s. R. HURSH ET AL 2,743,539

ADJUSTMENT MECHANISM FOR KICKER-TYPE BALLAST REMOVER Filed Feb. 19, 195310 Sheets-Sheet 2 Q3 @v n Hg INVENTORS.

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May 1, 1956 s. R. HURSH ET AL 2,743,539

ADJUSTMENT MECHANISM FOR KICKEIR-TYPE BALLAST REMOVEZR Filed Feb. 19,1953 10 Sheets-Sheet 3 JNVEN 1012s Samuel H .Hurs/z A:

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ADJUSTMENT MECHANISM FOR KICKER-TYPE BALLAST REMOVER Filed Feb. 19, 195310 Sheets-Sheet 4 III/A 1 INVENTORS. Samuel H. Harsh &.

A TTORNEYS.

May 1, 1956 s. R. HURSH ETAL 2,743,539

ADJUSTMENT MECHANISM FOR KICKER-TYPE BALLAST REMOVER Filed Feb. 19, 195310 Sheets-Sheet 6 JNVENTORS: Samuel 1?. Hairs/2 &

A TTORNEYS.

S. R. HURSH ET 1O Sheets-Sheet 7 .I N VEN TORS Samuel H. Hal's/1 &.

ATTORNEYS May 1, 1956 ADJUSTMENT MECHANISM FOR KICKER-TYPE BALLASTREMOVER Filed Feb. 19, 1953 May 1, 1956 s. R. HURSH ETAL 2,743,539

ADJUSTMENT MECHANISM FOR KICKER-TYPE BALLAST REIMOVER Filed Feb. 19,1953 10 Sheets-Sheet 8 INVENTORS: Samuel 11. Harsh &

A TTORNEYSv Kg 33 N May 1, 1956 s. R. HURSH ETAL ADJUSTMENT MECHANISMFOR KICKER-TYPE BALLAST REMOVER Filed Feb. 19, 1953 10 Sheets-Sheet 9lllllllllllllllllllllllllllIlllllllllll|IllllIlllllllllllllllllllillllllllllllllllllllllIIIIIIIIIIIIIIIIIIIIIIIIII|||||O- %N NUNMN 0. ms N m aw wu [6 e aa SW H S. R. HURSH ET AL 10Sheets-Sheet 1O INVENTORS: Samuei H. Harsh 65 ADJUSTMENT MECHANISM FORKICKER-TYPE BALLAST REMOVER .1 V -fi 2%: m M. $3,. QM. 3% Q3 May 1, 1956Filed Feb. 19, 1953 United States Patent ADJUSTMENT MECHANISM FORKICKER-TYPE BALLAST REMOVER Samuel R. Hursh, Bala-Cynwyd, and Clarence.i. Reigh,

Altoona, Pa.

This invention relates to apparatus for removing ballast from railwaytracks, that is to say, from the cribs between adjacent track ties.

The chief aim of our invention is to provide a simple and efiicientmobile apparatus capable of being progressed on the rails of a track andhaving power actuated instrumentalities by which the ballast is quicklyand easily displaced outwardly from the cribs between ties and discharged beneath the tie bridging portions of the rails ontothe shouldersof the track bed in preparation for tie replacement and/or for ballastcleaning and renewal.

in connectio-nwith ballast removing apparatus having the aboveattributes, it is a further aim of our invention to provide adjustmentfacilities whereby the range of operation of the displacing or ejectinginstrumentalities can be changed to compensate for variations in railheight.

Other objects and attendant advantages will appear from the followingdescription of the attached drawings, wherein: j

Fig. 1 is a view in side elevation of a ballast removing apparatusconveniently embodying our invention.

Fig. 2 shows the apparatus in top plan.

Fig. 3 is a transverse sectional view taken as indicated by the angledarrows iii-4H in F-igs.1 and 2.

Fig. 4 is a cross section taken as. indicated by the angled arrows lVlVin Figsil and 2.

Fig. 5 is a fragmentary view in longitudinal section 'taken as indicatedby the angled arrows V--V in Fig. 4; and t 3 Fig. 6 is a diagrammaticview showing the power devices used in the apparatus and the controlstherefor.

Fig. 7 is a fragmentary view in side elevation corre sponding to Fig. 1,of an alternative embodiment of our invention. t

Fig. 8 is a transverse sectional view taken as indicated by the angledarrows VIII-VIII in Fig. 7.

Fig. 9 is a fragmentary view in horizontal section looking as indicatedby the angled arrows XI-XI- in Fig. 8.

Fig. 10 is a fragmentary detail section taken as indicated by the angledarrows X X in Fig. 9.

Fig. 11 is a fragmentary detail section taken asindieated by the angledarrows XIXI in Fig. 10.

Fig. 12 is a view like Fig. 9 showing another alternative embodiment.

Figs. 13 and 14 are views similar to Figs. 2 and showing still anotheralternative constructionf Referring first more particularly to Figs. l-Sof these illustrations, our improved apparatus in the form there showncomprises a car having a body 1 of structural steel,

and wheels 2 for mobility on the rails R and R of the track from thecribs of which the ballast is to be removed. To enable up and downadjustment of the car body 1 relative to the track for a purpose lateron explained, each wheel truck frame 3is .pivotally connected atopposite ends, by a shaft 5 to channelbars 6 rigidly incorporatedbetween the corresponding transverse end beam 7 of the car-frame andanintermediate transverse beam 8 disposed somewhat inwardof thesidelongitudibody will be raised by camming action of the links 14 t nals 9of said frame, see Fig. 5. Fulcrurned at 10 to'lugs 11 on eachintermediate transverse beam 8 isa single acting pressure fluid cylinder12 whereof the piston 13 is pivotally connected to the swinging ends ofa pair of links 14 hung from a pin 15 which extends crosswise betweenanother pair of channel bars 16 of the car frame. From Fig. 5 it will benoted that the swinging ends of the links 14 are rounded to bear uponthe cross web 17 of the truck frame 3. Accordingly, as pressure fluid isadmitted into cylinder 12,the cor-responding end of the car with the web17 of the truck frame 3 as shown in Fig. 5. By means of retractable stoppins 18 passed through the bars 6 and selectively engageable intospacedholes 19 in the end portions 20of the truck frame 3 concentricallyarranged relative to shaft 5, the car body is held at the desiredelevation after adjustment. For propulsion of the car on the track, ,wehave mounted on the body 1 above one of the trucks 3, a pressure fiuidmotor 25 which, through sprocket chains 26 and 27, serves to drive.

the wheel axle 28 of such truck.

Mounted on carbody 1, with capacity for being shifted longitudinally ofthe car, are two carriages 30 and 31 which, except for reversearrangement of certain of the parts associated with them, are identicalin construction as will presently be seen. As shown, carriage 30comprises a pair of spaced transversely disposed parallel frame members32, which are rectangular in configuration and extend downward betweenthe side longitudinals 9 of the car body 1. At opposite ends, the framemembers 32 are rigidly connected by vertical angle pieces 33 to spacedhorizontal angle pieces 35 and 36 which are. in sliding engagement withthe side longitudinals 9 of the car body. 'R-iveted to or integratedwith the members 32 are upward bracket projections 37, and swingable inthe interval between said members is an arm 38 which is suspended from afulcrum pin 39 extending crosswise between said bracket projections atthe top. To the lower or distal end of arm 3'8 is pivotally connectedone end of ballast displacing element or ejector 40. As shown, ejector40 is U-shaped in configuration for capacity to clear the track rail Rincident to being urged outward to the position in which it is shown infull lines. in Fig. 3 during the active stroke of arm 38. For the sakeof ruggedness, the ejector 40 is fashioned from stiff plate metal withspaced side portions '41 connected partway by a cross web 42. At thefree or distal end of ejector 40,

7 its side portions 41 are connected by a cross web 43,

portion of said shank. Cut into the side members 32 s of the carriage'30 are tracking slots 47 for rollers 43 on the pin 49 connecting theejectordli to the arm 38, and rollers 50 on the upper leg of the saidejector cu in spaced relation to said rollers 48, It is to be note'dthateach slot 47 has a bottom portion 47 which is upwardly inclined slightlyto the horizontal .f-romnear one end or". the frame member 32 toward thecenter or". the latter, an intermediate portion 47" which'extends upwardat a somewhat sharper angle, and an upper terminal portion 47 at a stillsharper angle. Due to the described shaping of the slots 47, ejectorelement 40 is so controlled in its movement from the fully retracteddash and dot line position to the full line position in Fig. 3, that theblade element 45 is caused to take a downward pathstarting in anPatented May 1, 1956.

T. Thus, in this way, the ballast is displaced from the crib anddischarged beneath the rail R laterally onto the shoulders of the trackbed with maintenance in the latter of the desired slope for waterdrainage. Due to the inclination of the portions 47" of the guideslots47, the arm 38 is lifted somewhat during its counterclockwiseretractive stroke so that its swinging. end will clear the rail R, thismovement being allowed due to the loose connection of the upper end ofsaid arm at 51 with the fulcrum pin 39. Arm 33 is power actuated by adouble acting pres sure fluid cylinder 55 which is pivotally connectedto a bracket 56 on a fixed saddle piece 57 bridged between the tops ofthe frame members 32, the piston rod 58 of said cylinder being pivotallyconnected to saidarm at a point 59 intermediate the ends thereof.

Carriage 31 is identical with carriage 30 both from the standpoint ofits construction and itsappointments except in that arm 38a, ballastdisplacing element 40a, and actuating cylinder 55a. are reverselypositioned and operative in another crib of the track. Accordingly, inorder to dispense with repetitive description, all other elements ofcarriage 31 not specifically referred to but having their counterpartsin carriage 30, have been identified by the same reference numeralspreviously employed with addition however in each instance, of thelatter 22" for convenience of more ready distinction.

To enable shifting of carriages 30, 31 relative to each other, we haveprovided a double acting pressure fluid cylinder 60 which is bolted tocarriage 31 and whereof the piston 61 is connected to carriage 30. Ameans is also provided whereby the carriages 30, 31 can be movedtogether lengthwise of the car, the latter means including a pair oftoothed racks 62 which are fixedly supported respectively from the sidelongitudinals 9 of the car frame. Meshing with racks 62 are spur pinions63 which are fast on opposite ends of a crosswise shaft 65 rotativelysupported in bearings 66 on. one of the frame members 32 of carriage 30and arranged to be driven by a pressure fluid motor 67 mounted on saidcarriage.

Mounted on the car body 1 at the front. or right hand end in Fig. 1 is ahoused power plant 70 which. may comprise an internal combustion motor71 and a rotary pump 72 driven thereby for pressurizingoil or otherfluid used to operate the cylinders 12, 55, 55a and-60 and the motors 25and 67. The pressure fluid piping system shown in Fig. 6 may be arrangedon the car in any convenient manner, the same including a main 73 which.extends from pump 72 and, through top branches, connects into individualmanually-operable valves 76, 77, 78, '79, 80 and -81 for controllingflow of the pressure fluid to cylinders 55, 55a, 12, 60, propellingmotor 25 and carriage shifting motor 67. These valves are mountedside byside, see 'Figs. 1 and 2, on a shelf 82 supported by upstanding brackets83 on the car body so as to be convenient of access to an operatorseated in a chair 84 at the rear end of the car. Exhaust from controlvalves 76--81 is conducted through another main 85 which extends to astorage reservoir 86 wherefrom the fluid. is drawn by the pump 72through a connecting conduit 87. interposed in flow main 73 are a checkvalve 88,.an accumulator A, a relief valve 89, and an. unloading valve90, the latter two being in communication with return main 85 by way ofbranch pipes 91and 92. Extending between control valve 76 and theejector actuating cylinders 55 and 55a are pipes 93, 94 and 95, 96respectively, and extending between control valve 77 andcylinder 60 arepipes 97, 98. Similarly extending between control valves 78 and 79 andthe car body lifting cylinders 12 are pipes 99, 100 and 101, 102'respectively. From control valve 80 to car propelling motor 25 we tendpipes 103 and i; and from control valve 81 to carriage drive motor 67extend pipes 105 and 106; Also, as shown, the motors 25 and 67 areconnected through branches 107 and 108 of a returnv main 109 whichdischarges into reservoir 86. It is to be under- 13, stood that thecontrol and other valves used in the piping are all of well knowncommercially'available types of which the construction and functioningis well understood.

Operation With the car positioned on the track rails R and R, theoperator, seated in chair 84, manipulates the valves 77 and 81 forshifting of the carriages 30, and 31. relative to each other by the.cylinder 60 and/or both together by means ofthe motor 67 to spot themcentrally over two adjacent cribs C, C of the track, and thereaftermanipulates the valve 76 to bring the ejectors 40 and 411a intooperation, the latter being thereby simultaneously moved outward toremove half the ballast from each of the two cribs. If necessary toinsure complete removal of the ballast, he may further manipulate thevalves 77 and $1 for shifting of the carriage 31 relative to thecarriage and/ or shifting them together in one" direction or the otherfor action closer to the ties as may be necessary for complete removalof the ballast. With this accomplished, the valve 76 is shut off afterejectors 40 and 40a are retracted, whereupon the carriages 30, 31 aremoved forward together on the car (rightward in Fig. 1) by a distanceequal to the spacing of the ties to spot carriage 31) over the crib Cand carriage 31 over'the' crib C when by actuation of the valve 76, theejectors 40 and 40a, are. again brought into action, the former toremove the remaining ballast from the crib C and the latter toremovehalf of the ballast from crib C This procedure is repeated over and overagain for removal of the ballast from successive cribs of thetrack. Byemploying the ejectors'simultaneously, the thrust reaction'of the onecounterbalances the thrust reaction of the other as a, result of whichthe lateral strains imposed upon the rails. are of small'moment and,therefore, negligible;

Due to the provision of the liberal openings in the side.

frame members of thecarriages 30 and 31, the ejectors are within therange of the operators vision and spotting is therefore renderedrelatively easy. When the car is progressed over'relatively long.distanceson the track, the ejectors are locked in raised or retractedposition by' pins 110'and' 110a which are insertable into register- Iing holes 111 and 11111 in the side frames of the respecwhereof theshafts are journalled in the side frames 32c at locations such'v thatthe lower run: of said. chain follows a course parallel with the camslots 47c. The

. meansshown.forfdriving'chain 112 includes a pressure fluid motor 118which is mounted atop of members-32c; Frictionally mounted. on the shaft119' of motor 118' is a sprocket wheel 121) which, through a chain121,.isconnected to a sprocket pinion 122 on the shaft123 of a reversinggear mechanism' 125 supported betweeir frame members 32c. Thebevel'gear'126meshes with two oppositely positioned bevel pinions 127and 128 loosely mounted ona horizontal shaft 129'which extends throughone of the bearings 130 of the mechanism 125. Abevel pinion 131 affixedto the distal end of shaft 129 meshes with a bevel gear 132 on the shaft133 of the sprocket wheel 114 about-which the ejector actuating chain:112 moves. Keyed to shaft 129'is a clutch collar 135 which is shiftableinto: engagement with one or the other. of'the bevel pinions 127,. I28by anendwise reciprocatable slide rod 136 havingan engaging clevis=137secured thereto.- Loosely connected to rod 136 between a pair of spaced:

As shown, chain 12' is collars 1 38 and 139 is a follower arm 140 whichis in threaded engagement with a screw sleeve 141 fixed at one end ofrod129. As best shown in Fig. 10,'sleeve 141 is adjustably secured toshaft129by a set screw 142. Clutch collar 135 is shiftable manually bymeans of the hand levershown at 143 in Figs. 7 and 9 convenient ofaccess from the operators chair 840. In order to minimize strains in thechain 112, the shafts of the sprockets 114, 115, 116 and 117 arecoordinated for rotation in unison by the spiral gear transmissionconnections shown and generally designated respectively by the numerals144, Mind 146 in Fig. 8. A hand valve indicated at 147 in Fig. 7, isprovided for controllingthe operation of However, by shifting handle 143to the left, pinion 127 will be clutched to shaft 129 with the resultthat, through the interposed gear connections 131 and 132, chain 112will be driven to move ejector element 400 in one direction. By theleftward shift of handle 143, rod 136 will be moved correspondingly andcollar 139 thereon be brought into contact with follower 140. As shaft129 rotates, follower 140 willl gradually be moved rightward by theaction of screw sleeve 141 to eventually disengage clutch collar 135from gear pinion 127, with consequent restoration of handle 143 to thenormal neutral position and cessation in the rotation of shaft 129. Itis to be understood that screw sleeve 141 is so set on shaft 129 thatthe action just described occurs when the ejector element has completedits movement in one direction. To induce movement of the ejector element400 in the opposite direction, handle 143 is shifted rightward to engageclutch collar 135 with pinion 128 whereby shaft 129 will be oppositelydriven, and collar 138 brought into contact with follower 140. By thereverse rotation of screw sleeve 141, follower 140 will be graduallymoved to the left and eventually cause withdrawal of clutch collar 135from pinion 128to prevent further rotation of shaft 129 when i ejectorelement 40c has reached the limit of its move ment in the oppositedirection. in the event, that shaft 129 should accide ntly overrun ineither direction, frictionally mounted sprocket pinion 120 on the shaftof motor either leftward or rightward as maybe desirable inprogressively displacing the ballast from the track cribs.

It is to be understood that, as in the first disclosed embodiment, asecond ejector carriage ,(not illustrated) is provided in thealternative embodiment, of which the construction and appointments willbe the same as in Figs. 7-11 but with the ejector element of such secondcarriage arranged to operate in opposed relation to the ejector element400 in an adjacent crib of the railway track. i

In the modification of Fig. 12 which shows the apparatus fragmentarilyin top plan, the carriage 30:: is like that of Figs. 7-11 except asnoted below. Here shaft 133a of carriage 3th: is extended through, andprotrudes beyond the frontal frame member 32e of said carriage. Affixedto the protruding end of shaft 1339 is a bevelgear 150 that meshes witha bevel gear 151 at one end, of a transverse shaft 152 rotativelysupported in fixed bearings 153 on the frontal frame member of carriage30c. A bevel gear 155 at the opposite end of shaft 152meshes with 6 abevel gear 156 which is of the second ejector carriage 31 the distal endof said shaft 133) passing slidingly through a bearing aperture in thefrontal frame member 33e of carriage 30e. But for reversal in thearrangement of the moving parts thereof, carriage 31 is identical withcarriage 30e and, ac-

handle 143a is shifted leftward or rightward in the same manner asdescribed above in connection with the embodiment of Figs. 7-11. Thepressure fluid cylinder 60c in Fig. 12 is intended to be used likecylinder 60 of the first described embodiment to space carriage 31 fromcarriage 3012 as may be required to center said carriages over differentballast cribs of the railway track, carriage 302 being shiftable on thecar frame likewise by means whereof one rack 62e only is shown, similarto the means" provided for that purpose in said. first describedembodiment.

In the alternative embodiment shown in Figs. 13 and 14, the actuatingarm 38g for the ejector element 40g is connected by a link 169 to acrank161 whereof the trunnionslZ have bearing in the frame members32g ofcarriage 39g Secured to one of the crank trunnions 162is a sprocketwheel 163 which, through a chain 164,,

is connected to a spur pinion 165 on the shaft 166 of a driving motor113g; Accordingly, during rotation of crank 161, arm 33g is swung backand forth about fulcrum 39g and the ejector element 40g thereby causedto follow the path determined by the slots 47g in the frame members 32gof carriage 30g in the same manner as described in connection with theprevious embodiments, As shown, link comprises twotelescopically-connected components 167 and 168 between which acompression spring 169 is interposed. By virtue of this construction,link 160 will yield to endwise contraction in the even that ejectorelement 49g should meet with any abnormal obstructions incident to beingthrust outward on its ballast In this way, injury to or derangement ofthe parts is effectively precluded. The actuating armremoving stroke.

38h for the ejector element 4011 of the second or companion carriage 31his similarly connected by a telescoping link 1661: to a crank 161khaving its trunnions journalled in the frame members 3211 of saidcarriage. By means of a chain 164h, a sprocket wheel163h affixed to oneof the. trunnions 162k of crank 16111 is connected to a second sprocketpinion /1 on motor shaft 166 which, see Fig. 13, is extended and passesslidingly through the parallel frame members 32h of carriage 31h. Thedistal end of motor shaft 166 is fluted as conventionally indicated inFig. 13, for sliding drive engagement therewith of pinion 165k which isconstrained against axial movement relative to the contiguous framemember 32h of carriage 3111. -..Accordingly, here as in the embodiment.

of Fig. 12, the ejector elements 49g and 40h are actuated froma singlepower source, said elements being opposed in their movements due to theopposed setting of'cranks having a frame. with a clearspace between sidelon-. gitudinals; at least two carriages extending crosswise within theclearspaee between the side longitudinals of a the car frame, saidcarriages being slidably engaged with said longitudinals so as to beshiftable along the car between adjacent pairs of cribs; means on thecar for so slidably splined on shaft133f shiftingthecarriages;arms hungfrom pivots. on the respectivecarriages and constrained to swing withintheclearspaceof the car frame for oscillation transverse ly of thecar;power means on the carriages for concurrentlyswinging the armscontrariwise; and ballast displacingelementsconnected to. the distalends of the arms andv operative, as the arms are swung outwardly,to-displace the ballast from centers of different cribs beneathoppositetrack rails onto the shoulders of the track bed.

-2. Ballast removing apparatus according to claim 1, further includingcoupling means whereby the carriages are connected together withcapacity for adjustment relativeto each other for change in theirspacing.

3.1 Ballast removing apparatus according to claim 1,

wherein the. carriages are connected together, and further includingmeans for shifting the carriages bodily along the car foroperation ofthe displacing elements in successive-pairs of the cribs.

1 4. pBallast removing apparatus according to claim 1 further includinga pressure fluid cylinder affixed to one carriage and having its pistonconnected to the other carriage; and means for selectively admittingpressure fluid into: opposite ends of the cylinder to adjust the spacingof the carriages.

,'5. Ballast removing apparatus according to claim 1, wherein the powermeans on each carriage comprises a double acting cylinder pivotallyconnected to the car riage' with. its. piston rod pivotally connected tothe arm medially ofthe length of the latter, and further includingmanual means for controlling admission of pres sure fluid selectivelyinto opposite ends of the cylinder.

6. Ballast removing apparatus according to claim 1, wherein thecarriages are connected together, further including power means forshifting the carriages bodily along-the. car for operation of thedisplacing elements in successive groups of the cribs; and manual meanson the car for respectively controlling the power means by which thecarriages are shiftable along the car and the power means by which thearms are actuated.

7. Ballast removing apparatus according to claim 1, wherein thecarriages are connected together, said apparatus further inciuding powermeans for propelling the can on the rails; power means for shifting thecarriages along the car for operation of the ballast displacing'elementsin successive groups of the cribs; and manual means on the car forrespectively controlling the car propelling means, the power means bywhich the carriages are shiftable along-the car, and the power means bywhich the arms are actuated.

'8. Ballast removing apparatus according to claim 1, wherein the powermeans includes cranks with their shafts respectively borne in thecarriages and connected by-links with the arms, a motor on one of thecarriages, and speed reducing sprocket chain connections between theshaft of the motor and the shafts of the respective cranks.

9. Ballast removing apparatus according to claim 1, wherein thecarriages are connected with capacity for spacial adjustment relative toeach other; and wherein thepower meanscomprises a motor supported on onecarriage, and sprocket pinions on the shaft of the motor respectivelyconnected to the shafts of the respective cranksbyspeed reducing,gearing, said gearing including pinions on the. motor shaft oneofwhichhas asliding spline connection with said shaft.

10. In apparatus for removing ballast from cribsbetween adjacent, tiesof a railway. track, a carhaving-a frame with wheels for mobility on thetrack; a pair of arms hung from overhead pivots on the frameforoscillation transversely of the car; power means for concurrentlyswinging the arm contrariwise; U-shapedballast displacing elements eachhaving the end of one of its legs pivotally connected to the distal endof one of the arms and provided at the end of its other leg. with-aballast pusher blade; and guide means including cam tracks on the carengaged by projections on the first mentioned legs of the respectivedisplacing elements spaced from the pivotal connections of the latterwith the arms, said cam tracks being so configured as to cause thepusher blades to follow downward arcuate paths into contact with theballast at the centers of the cribs during the active swing of saidarms, and thereafter to move susbtantially horizontally outward beneathand beyond the track rails to displace the ballast from the cribs.

11. In apparatus. for removing ballast from cribs between adjacent tiesof a railway track, a car having a frame with wheelsv for mobility onthe track; a pair of arms respectively hung from separatetransverselyspaced overhead pivots on the frame for oscillationtransversely of the. car; U-shaped ballast displacing elements eachhaving the end of one of its legs pivotally connected to the distal endof one of the arms and provided at the end of its other leg with aballast pusher blade; and power means for concurrently swinging the armscontrariwise, said power means comprising chains trained about separategroups of sprocket wheels engaged by projections on the first mentionedlegs of the respective displacing elements spaced from the pivotalconnections of the latter with the arms, and groups of sprocket wheelsdefining devious courses of travel for the chain whereby, during theactive swing of the arms, the pusher blades are caused to followdownward arcuate paths into contact with the ballast at the centers ofthe cribs and thereafter to move substantially horizontally outwardbeneath and beyond the track rails to displace the ballast from thecribs.

12. Ballast removing means according to claim 10, wherein the powermeans further includes a motor, and reversible gear connections betweenthe motor and of the sprocket wheels of the respective groups.

References Cited in the file of this patent UNITED STATES PATENTS1,776,830 Chenault Sept. 30, 1930 1,926,397 Mosel Sept. 12, 19332,082,594 Philbrick June 1, 1937 2,132,176 McWilliams Oct. 4, 19382,209,732 Huey July 30, 1940 2,345,612 Lewis Apr. 4, 1944 2,624,129Steece Jan. 6, 1953 2,669,041 "Fox-ct al. Feb. 16, 1954 FOREIGN PATENTS842,215 'Germany June 23, 1952

